Device for transmitting motion



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D.`B.00NNER DEVICE F011 TRANSMITip-ING MOTION. No. 358,431. y Patented Mar. 1, 1887.

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I I y 2 Sheets-Sheet-i?. D. E. CONNER. Y DEVICE FORTRANSMITTING MOTIN. No. 358,431. Patented Mar. 1, 18.87.

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UNITED STATESv PATENT OFFICE'.

D. ELLIS CONNER, OF MOREHEAD, KENTUCKY.

DEVICE FOR TRANSMITTING MOTION.

SPECIFICATION forming part of Letters Patent No.358,431, dated March 1, 1887.

Application filed February 27, 1886. Serial NoA 193,520.

To all whom t may concern:

Be it known that I, D. ELLIsCoNNER, a citizen of the 'United States, residing at Morehead, in the county of Rowan and State of Kentucky, have invented certain new and useful Improvements in Devices for Transmitting Motion, of which the following is a full, clear, and exact specification.

This invention has for its object to provide novel and simple means for increasing the drivingpower of an engine without increasing` the speed thereof or the expense of running it.

The obj ect of my invention I accomplish by connecting the piston-rod of a steam or any other engine with a crank 4or fulcrum wheel mounted on a bearing located in line with the axis of the main shaft, which carries a. driving-wheel, a balance-wheel, and the eccentric which actuates the valve-gear, and connecting the crank or fulcrum wheel with the balancewheel through the medium of a rod, inthe manner and for the purpose hereinafter more fully described. Y

The invention is illustrated in the accom panying drawings, in which- Figure l is a side elevation of an engine embodying my invention; Fig. 2, an end elevation of the same, and Fig. 3 a top plan view.

In order to enable those skilled in the art to make and use my invention, I will now describe the same in detail, first premising by stating that my invention is not confined to any particular construction or style of engine, but is applicable to steam, electric, and other engines, such as locomotives.

The numeral l indicates the cylinder of the engine, 2 the piston-rod, and 3 the main driving-shaft, located in front of the cylinder at right angles thereto, and provided at one end with an attached driving or belt wheel, 4, while to t-he other end is secured what I will term a balance and drive wheel, 5, which is placed directly in front of the cylinder, and may be used as a belt-wheel. The driving and balance wheels 4 and 5 are preferably, but not necessarily, of the same diameter. The main shaft is providedwith an eccentric, 6, located adjacent to or against the inside of the balance-wheel, so that the usual valve-operating rods, 7 and 8,work inside of said balancewheel, while the main rod 9 of the lpiston-rod (Model.)

pin, 13, which projects from the inside of the Wheel toward the balance-Wheel 5, and at right angles to the perpendicular plane of the face thereof. The main rod 9 of the piston-rod 2 is connected with the wrist-pin r next to the face of the crank or fulcrum wheel, and the wrist-pin is connected with one end of a rod, 14, havingits other end connected with awristpin, 15, at or adjacent to the rim or periphery of the balance-wheel, thus coupling the two wheels together by a connecting-rod, 14, which constitutes the sole connecting medium between the wheels.

The post or frame 10 stands fixed and independent of all the working parts, and the crank or fulcrnm wheel working'on it governs the stroke and'motion of the piston-rod, and constitutes what may be termed a revolving fulcrum,77 which is constantly throwing the lforce of the main rod 9 off of itself upon the rim ofI the balance-wheel through the medium of the coupling or connecting rod 14. Thus the connecting-rod 14 has one end traveling with the wrist-pin 15 on the rim of the wheel 5, while the other end travels around the center of the small crank or fulcrum wheel 12. During this movement the wheel 12 holds that end of the connecting-rod 14 which is attached to it out from its center, thus preserv ing a great-er angle at the wrist-pin on the balance and drive wheel to increase the power, whereas by the means now in use the main rod must exert all its force from nearly a common center at the guides, and what it lacks in being a common center is a disadvantage, because as the piston-head slides up the guides toward the crank it changes the center slightly and lessens the angle at the wristpin, and consequently lessens its amount of force.- By my device there is much greater leverage byconnecting the crank or fulcrum wheel in the manner shown with the rim or circumference of the balance and drive wheel, and it preserves a greater lever-power throughout its IOO revolution. The engines now in use have the force directed by the main rod at right angles With the leverage of the wheel twice in every revolution. The force created at those two points puts the accompanying machinery nnder a momentum that is virtually carried to each other in regular order. My invention has these same adva11tages,with the additional ones of having a greater angle throughout the revolution at the wrist-pin on the balance- Wheel, by reason of the changing center at the crank and fulcrum wheel; and, again, the second additional advantage is the greater leverage, which in my improvement is half the diameter of the balance-wheel. In my invention the main rod, crank and fulcrum Wheel, and the balance-Wheel can be so proportioned as to allow the main rod and connecting-rod to come into a Straight line from the guides nearly at the top of the balance-wheel, especially in short-geared and small engines.

Having thus described my invention, what I claim isl. The combination,with the piston-rod and the main shaft of an engine, of a balance and drive Wh eel, a crank or fulcrum wheel having a Wrist-pin,with which the piston-rod connects, and a rod connecting the said wrist-pin with a Wrist-pin at or near the rim or periphery of the balance and drive wheel, substantially as described.

2. The combination,with the piston-rod and main shaft of an engine, of a balance-Wheel on the shaft in front of the cylinder, a frame supporting a crank or fulerum wheel to revolve in front of and parallel to the face of the balance-wheel, and connections between the rim of the crank or fulcrnm wheel and the rim of the balance-wheel and the piston-r0d, substantially as described.

D. ELLIS CONNER.

Attest:

HARRISON G. BURNS, VILLIAM J ,.isrnn RICE. 

